Multispeed driving mechanism



Nov. 18, 1958 Filed July 16, 1955 N O n m 3s a G. SOMMER- MULTISPEED DRIVING MECHANISM 5 Sheets-Sheet 1 INVENTOR.

RDON M. SOMMER ATT'YS Nov. 1s, 195s 2,860,529

MULTISPEED DRIVING MECHANISM v M. SOMMER Filed July 16, 1953 Nov. 18, 1958 G. MgiSO M MEI Q I 2,860,529

MULTI-SPEED DRIVING MECHANISM 5 Sheets-Shed :5

Filed July 16, 1953 INVENTOR: GORDON M. SOMMER Y ATT'YS Nov. 18, 1958 G. M. SOMMER MULTISPEED DRIVING MECHANISM 5 Sheets-Sheet 4 Filed July 16, 1953 R :M R mM H 8 M B lib United States Patent "ice MULTISPEED DRIVING MECHANISM Gordon M. Sommer, 'Chicago, Ill., assignor, by mesne assignments, to U. S. Industries, Inc., a corporation of Delaware Application July 16, 1953, Serial No. 368,389

4 Claims. (Cl. 74-785) This invention relates in general to new and improved driving mechanism particularly adapted for use in connection with the operation of mechanical metal drawing presses, although not necessarily limited to such use, and is especially directed to a novel form of multispeed mechanism capable of rotating a drive shaft at a plurality of selected speeds.

While the multispeed driving mechanism of the present invention is applicable for use in connection with any mechanism where it may be desired to change the speed of rotation of a shaft, it has particular usefulness as applied to a mechanical metal drawing press where it is desirable to move the draw slide at a relatively fast rate of speed before and after the drawing operation and at a relatively low speed during the drawing operation.

The conventional manner of operating the draw slide of a mechanical metal drawing press is to utilize an eccentric or crank movement connected to the draw slide which will cause the draw slide to reciprocate toward and away from the bed of the press at a relatively uniform rate of speed.

Depending .upon the composition of the metal blank being worked, there is a limit beyond which the speed of the draw cannot go without causing a fracture to occur in the work. For example, sheet steel used at the present time has an approximate draw speed of about 60 feet per minute. Thus, the draw slide of a press cannot be allowed to reciprocate at a speed greater than 60 feet per minute, otherwise the sheet metal will not flow properly and will fracture. It is thus evident that with this limitation on the drawing speed of the metal being worked, the output of the press is limited to the amount of work that can be produced by operating the draw slide at the draw speed of the metal.

It will be. clear, however, that the roduction of the press can be increased without increasing the speed of draw if the speed of the draw slide can be increased in moving from its initial position down to the point of draw and after completion of the draw back to its initial position, but with a reduction in that speed during the' actual drawing operation. This result has been accomplished heretofore by the utilization of various mechanical expedients; for example, double and triple action presses have been provided with special linkage arrange ments which will cause the draw slide to move from its initial position to the draw position at a relatively fast rate. of PQd,, i11 hen reduce the speed of movement of the r Slide for the drawing operation, and will thereafter again increase that speed in moving the draw slide back to its initial position. Where such linkage arrangements have been provided, the drive shaft which operates the draw slide will rotate continuously at a predetermined selected speed.

Another difiiculty which has been encountered in the past where the drive shaft for the draw slide rotates at a constant speed, such as in the conventional crank drive, is that which occurs in inching the slide. In the conventional drive mechanism the drive shaft for the 2,860,529 Patented Nov. 18, 1958 draw slide rotates at a relatively fast rate of speed in order to approach the draw speed of 60 feet per minute. Most of the metal drawing presses which operate at tremendous pressures are provided with draw slides which are massive and have considerable inertia. In other words, when the slide once begins its downward movement toward the bed, it requires considerable force to stop that movement.

The inching of the slide occurs ordinarily during the die setting operation. During this operation the slide is caused to move toward the bed a short distance at a time and the massive slide will be caused to start and immediately stop its downward movement many times in a relatively short distance. Because of the speed imparted to the slide in the conventional drive and the mass of the slide, the stopping of the slide during its downward movement results in objectionable shocks and a strain both on the slide and the press frame. Furthermore, the braking power must also be relatively great to successfully stop the massive slide in its downward movement, particularly at the speeds necessary during operation of the press.

The present invention is designed to overcome this disadvantage in the use of the multispeed driving mechanism. In other words, the same driving mechanism may be used for inching the press as is used for driving the slide during the drawing operation. Thus, the speed of movement of the slide is not as great during inching of the press as it is during normal operation of the press with the result that the massive slide is easier to stop during its downward movement, thereby avoiding the shock and straining heretofore present in the slide and press frame and resulting in a more precise control for movement of the slide.

With the foregoing in mind, it is the principal object of the present invention to provide an improved driving mechanism which is capable of driving an operating shaft at a plurality of different selected predetermined speeds.

Another object of the invention is to provide an improved driving mechanism particularly applicable to mechanical drawing presses wherein the drive shaft which operates the draw slide may be caused to rotate at different speeds during a single cycle of the press.

A further object of the invention is to provide a multispeed driving mechanism for mechanical metal drawing presses wherein the drive shaft for operating the draw slide may be rotated at one predetermined speed during a part of the press cycle, and at a different speed during another part of the press cycle.

A still further object of the invention is to provide a multispeed driving mechanism which includes a multiple friction disc arrangement whereby a drive shaft connected therewith may be driven at one predetermined speed when one friction disc is engaged and at another predetermined speed when the other friction disc is engaged.

Still another object of the invention is to provide a multiple control arrangement for a drive shaft together with fluid operated means for engaging and disengaging alternate controls, there being means associated with the controls whereby the engagement of one and disengagement of the other will drive the shaft at one speed and the disengagement of the one and engagement of the other will drive the shaft at another speed.

Another object of the invention is to provide in a mechanical metal drawing press a multispeed driving mechanism for driving the shaft which operates the draw slide, whereby the shaft will rotate at a relatively high speed during the approach of the draw slide to its draw position, will rotate at a slower speed during the draw, and will thereafter again rotateat the higher speed mechanism for driving the shaft which operates thedraiv slide wherein a relatively slow be in parted to the slide for inching the slide during d ie setting operations and the like, thus overcoming the disadvantages inherent in inching a press utilizing'a liigher speed driv} ing mechanism.

Another object of the invention is to provide in. a.

mechanical metal drawing presshi gh and slow speed driving mechanism for driving the draw, slide operating means, wherein the slow speed mechanism may be used, both for inching the slide toward the press bed during.

die setting operations and the like and for driving the draw slide during the drawing operation.

Other objects and advantages of the invention will become apparent by reading the following description taken in connection with the accompanying drawings, in which Fig.'l is a view partly in side elevation and partly in longitudinal section of a multispeed driving mechanism embodyingthe present invention;

Fig. 2 is a longitudinal sectional view on a somewhat enlarged scale of the two driving mechanisms embodying the invention; v

Fig. 3 is a' somewhat diagrammatic sectional view of the driving mechanisms to illustrate more clearly each separate membe'rof the assemblies;

Fig. 4 is'a fragmentary elevational view of one part of the friction spider taken substantially along the plane of line 4 4 of Fig. 2;

Figs. and 6 are combined views in vertical section of one of the driving elements taken respectively along the planes of lines 55 and 6 6 of Fig. 2;

Fig. 7 is acyclograph or motion curve illustrating the movement of the draw slide in a conventional driving mechanism;

Fig. 8 is a cyclograph or motion curve illustrating the movement of the draw slide when operated by the multispeed driving'mechanis m of the present invention;

Fig. 9 is a table illustrating the comparable speedof movement of the draw slide as between a conventional drive and the drive of the present invention, both being operated at a speed of ten strokes per minute;

Fig. is a somewhat diagrammatic elevational view of the entire drive mechanism of the present invention illustrating fluid conduits and valves for controlling the operation of the drive means, and

Fig. 11 is an end elevational view of the structure shown in Fig. 10.

The invention may be described briefly as a multispeed driving mechanism having" suitable driving connections with a shaft which in theillustrated embodiment is adapted to drive the draw slide of a mechanical metal drawing press. In the embodiment shown there are two units for driving the shaft, each one of which rotates the shaft at a different speed of rotation. The speed of movement of the draw slide will depend upon the speed of rotation of the driveshaft- One of the drive units consists of a clutch mechanism ,whichwhen engaged is adapted to rotate the shaft anddrive, the draw slide at a relatively high rate of speed. The other drive mechanism includes a control or brake arrangement.

which when engaged is adapted to rotate the shaft'and move the draw slide at a slower rate of speed.

A brake mechanism is also provided for maintaining the drive shaft and draw slide stationary when the press is idle or at the end of a cycle.

Suitable devices for operating the clutch and control members and the brake in a predetermined sequence are also provided but since these devices form no part of the present invention, they are described herein only briefly. It is suflicient at this point to state that when 4 the draw slide is in is initial position, the brake is releasedandthe clutch is engaged to rotate, the drive shaft and move the draw slide toward the bed at a relaively high rate of speed. Whenthe slide reaches the position where it is about to begin the drawing operation, the clutch is disengaged and the slow speed control member is engaged for thereafter moving the draw slide at a slower rate of speed while it performs the draw.

I At the end gof-the drawing operation the slowspeed control member is disengaged and the. clutch is again en-. gaged so that the draw slidewill'return to its initial position at a relatively fast rate of speed.

As was stated hereinbefore, a disadvantage arises in the conventional drive .When. the slide isinched toward the bed due to themassive structure of the slide and the inertia developed in stopping the slide during its relatively fast movement toward the bed. In the present invention suitable mechanism is provided for engaging the slow speed control means during the inching procedure with the result thatthe slide is not moving as fast and is therefore more easily stopped with less strain upon the parts of thepress.

Referring now more particularly to the drawings and especially to Fig. 1, the high-speed. clutch mechanism is indicated generally by the numeral 1, the slow speed con-- trol mechanism by the numeral 2, and the brake by the numeral 3. Inthe position of the various parts as illust rated in Fig. 1, the highspeed clutch 1 is engaged, the slow speed control 2:is .disengaged, and the brake 3 is disengaged so that the slide willbe moving at a relatively high rate of speed.

The drive mechanisms, and brake are mounted on a drive shaft 4 -,which is journaled at one end thereof for rotationin-a bearing block 5 positioned on a part of the frame 6 of the, press. The shaft 4 is. also journaled adjacent its opposite end for rotation in a bearing block 7 positioned on another part 8 of the press frame,

A'pinion 9 is keyed to the shaft 4 at a suitable place thereon and is adapted to engage a gear (notshown) which may be associated in any suitable manner for driving. a crank oreccentric or other suitable means for operating a moving element such a the draw slide of a metal drawing press.

The high speed driving mechanism generally indicated at 1 includes aflywheel 10 mounted in suitable bearings to rotate on the shaft 4. The flywheel 10 has a hub 11 extending axially and outwardly from one sideth'ereof and another hub 12 extending outwardly at the opposite side thereof. The inner surface of the hub member which comprises the hubs 11 and 12 is suitably formed to receive an outer bearing race spacer 13. This outer bearing race spacer 13 is adapted to be positioned between the bearing members 14 within the hub member 11 and bearings 15 within the hub member 12. These bearings are suitably received in the inner bearing races positioned at, the ends of inner bearing race spacer-16 secured ,to the shaft 4 by means such as the key 17.

The flywheel 10 is adapted to rotate constantly during operation of the. press but rotates freely on the drive shaft 4, exceptwhen it is in driving relationship therewith, by mechanism which will presently be described.

Associated with the flywheel 10 is a clutch ring 18 which is mounted to rotate with the flywheel and yet which may also be moved in an axial direction with respect to the flywheel. In the embodiment of the invention .illustrated herein this is accomplished by providing a plurality of axially extending projections 19 on the clutch ring 18, which projections are adapted to be received in bearings 20 spaced around the web of the flywheel. A clutch piston ring 21 is adapted to be secured to the end of each of the projections 19 by suitable means, such asbolts 22. It will be noted in 2 that the opening which receives the bearing 20 communicates with an annular recess to accommodate the ring- 21.

it will be brought out more clearly hereinafter the manner in which the clutch ring 18 is caused to drive the shaft 4. For the present, however, it is suflicient to state that suitable means are provided to shift the clutch ring 18 toward the right, as viewed in Figs. 1 and 2, for engagement with friction means to drive the shaft and to shift it toward the left for disengagement therefrom.

Under normal operating conditions the clutch ring 18 will be moved toward the left to its disengaged position by suitable biasing means, such as for example coiled springs 23 (Fig. suitably positioned in bosses 23a spaced between the projections 19 and bearing at one end against the clutch piston ring 21 to urge the clutch ring in the proper direction. The clutch ring 18 is caused to move toward the right to clutch-engaging position by a suitable fluid system. A diaphragm 24 extends around the flywheel and is adapted to cover the clutch piston ring 21. The diaphragm 24 is then held in placed by a clamping ring 25 which is secured to the flywheel by means such as a plurality of bolts 26. It will be noted from viewing Fig. 2 that the inner surface of the clamping ring 25 is recessed to permit movement of the diaphragm 24. When fluid such as air is admitted to suitable passageways in the ring 25 and forced against the diaphragm 24, the diaphragm will then be urged toward the right against the force of the springs 23 to move the clutch ring 18 into operative engagement.

Any suitable means may be utilized for admitting fluid under pressure to the diaphragm 24. In the present embodiment of the invention a suitable manifold may be positioned at the end of the drive shaft which will have communication with a plurality of spaced passages 27 extending inwardly for a distance through the hub 11 of the flywheel 10. A passage 28 in the web of the flywheel may communicate with each passage 27 at one end thereof and may then terminate in an axially extending portion 29 which may then communicate with a passage 38 in the clamping ring 25. The passage 30 in the clamping ring is preferably closed at one end but has an opening which permits passage of the fluid against the diaphragm 24. Thus, when the proper valve is opened to permit fluid to the passages just described, the pressure will be suflicient to overcome the compression of whatever springs may be used to urge the clutch ring 18 toward the left, whereupon the clutch ring 18 will be moved toward the right under pressure to engaged position for operating the drive shaft 4.

The inner hub 12 of the flywheel is provided with gear teeth 31 which gear in its association with other gearing to be described may be called a sun gear.

A driving member is generally indicated by the numeral 32 and consists of a main body portion 33 having integral therewith a hub portion 34 which is keyed to the shaft 4 by means such as a key 35. This driving member is also provided with a radially extending flange or disc portion 36 adapted to support at circumferentially spaced apart points the inner ends 37 of a plurality of stub shafts 38. Each shaft 38 has mounted thereon a pinion 39 for rotation with respect thereto in suitable bearings and which is provided with a plurality of teeth 40. Each pinion 39 is held on the shaft 38. Shaft 38 is supported at its outer end by a part 41 of the driving member. This part 41 is part of a spider 41a formed integral with the driving member and which is sub stantially I-shaped in cross section between each pinion 39, as shown in Figs. 5 and 6. Supporting the pinion shafts 33 at both ends in this manner makes possible the application of much greater torque than has been possible heretofore.

In the embodiment of the invention shown there are three such pinions 39 spaced around the driving member 32. The teeth 40 are in mesh with the teeth 31 of the sun gear on the flywheel 10 and at certain times during the operation of the mechanism these pinions 39 will act as planetary gears.

A friction member generally indicated by the numeral 42 is provided and is mounted for rotation on the hub 34 of the driving member 32. This friction member 42 includes a hub 43 adapted to have fixed therein an outer bearing race spacer 44 mounted in spaced relation to the inner bearing race spacer 45 positioned on the hub 34 of the driving member 32. Suitable bearings 46 are positioned at opposite ends of the spacers between the outer and inner bearing race spacers 44 and 45 thereby to provide free rotation of the friction member 42 either with or without respect to the driving member 32.

The friction member 42 is provided with a radially extending flange or web portion 47 which at its outer peripheral edge portion is formed into a hub or cylindrical part 48 extending axially of the device. One 'end of the cylindrical portion 48 has thereon an annular friction supporting flange 49 forming a part of the high speed clutch. Spaced from the flange 49 at the opposite end ofthe cylindrical portion 48 is a second friction supporting annular flange 50 forming a part of the slow speed control. The friction supporting flange 49 has mounted on the opposite faces thereof a plurality of friction elements or segments 51 and 52. Likewise, the friction supporting flange 50 has mounted on its opposed faces a plurality of similar friction elements or segments 53 and 54. These friction elements are preferably all of the same configuration and each is in the form of a substantially semicircular element rather than the customary circular friction elements. The friction elements 52 may be seen in dotted lines in Fig. 6 and the friction elements 54 may be seen in full lines in Fig. 4. The other friction elements 51 and 53 are identical, respectively, with those shown at 52 and 54.

The mner surface of the cylindrical portion 48 of the friction member 42 is provided with a plurality of teeth 55 in mesh with the teeth 40 on each of the pinions or planetary gears 39, whereby during certain portions of the press operation the friction member 42 may act as an orbit gear because of the engagement between the teeth 55 thereon and the teeth 40 on the planetary gears 39.

An outer ring or what may also be termed as a clutch reaction plate 56 is secured to the inner face of the flywheel 10 by a plurality of securing means such as the bolts'57. From an examination of Fig. 2 it will be clear that the clutch reaction plate 56 will at all times rotate with the flywheel 10. Also, the clutch ring 18 will rotate with the flywheel. When this high speed clutch mechanism just described is disengaged, the clutch ring 18 will have been moved toward the left out of engagement with the friction elements 51 on the friction member 42. When, however, fluid is admitted to the diaphragm 24, the clutch ring 18 will be moved toward the right into engagement with the friction elements 51 which will thereupon frictionally engage the elements 52 with the clutch reaction plate 56. In this position of the parts as shown in Fig. 2, rotation of the flywheel 10, clutch ring 18, and clutch reaction plate 56 will carry with them the friction member 42 and will cause that member to rotate at the same speed as the flywheel 10.

Since the teeth 55 of the orbit gear or friction member 42 are in engagement with teeth 40 on the planetary gears 39, and since the teeth 31 on the hub 12 of the flywheel are also in engagement with the teeth 40 on the planetary gears 39, the gears 39 will remain stationary with respect to the shaft 38, but the entire driving member 32 on which the planetary gears are mounted will be caused to rotate with the flywheel and the friction member 42. That is to say, the flywheel 10, friction member 42, and driving member 32 will all rotate together at the same rate of speed as a unit and will also drive the shaft 4 at the same speed because of the key connection 35 between the driving member 32 and the shaft4. It will thus be seen that when this condition occurs the press slide will be operated at its high speed.

Fig. 3 may serve tov illustrate this feature of the invention more clearly where the flywheel and all of its connected parts are shownas cross-hatched in one manner, the driving member 32 and shaft 4 are illustrated as one unit by being similarly cross-hatched in another manner, and the friction element 42 and its connected parts are illustrated by a third typeof cross-hatching. When the condition above described prevails where the highspeed clutch mechanism is in engagement, all of the cross-hatchedparts in Fig. 3 will rotate as a unit.

A second condition which will prevail during a portion of the press cycle will'now be described wherein the shaft 4 is caused to rotate at a slower rate of speed and wherein the friction member 42 will be held stationary but the other cross-hatched parts in Fig. 3 will rotate.

The slow speed control mechanism indicated generally at 2comprises a stationary ring member 58 mounted on a suitable part 59 of the machine frame. The ring 58' is rigidly mounted to the main frame by any suitable means such as the bolts 60. The ring 58 also has a plurality of circumferentially spaced openings therethrough adapted to receive bearing members 61 through which the spaced projections 62 of a brake ring 63 extend. The face of the ring 58 opposite that to which the brake ring 63 is positioned is provided with an annular recess 64 which receives a piston ring 65. This ring member 65 may be secured to the projections 62 by means such as bolts 66'(Fig. 2).

This structure of the slow speed control is substantially the same as that hereinbefore described with respect to the high speed clutch, particularly as far as the operation of the brake ring 63 is concerned. The ring 63 is normally maintained out of engagement with 'the friction elements 54 on the friction member '42. An annular diaphragm 67 is positioned adjacent the piston ring 65 and is clamped to the stationary member 58 by means of a clamping ring 68. The ring 68 is fixed to the member 58 by suitable bolts (not shown). A reaction plate 69'is mounted on the member 58 by any suitable means on the side of the flange 50 opposite to that on which the ring 63 is located. Thus, the plate 69 will contact thefriction elements 53 on the side of the flange 50 opposite to that on which the friction elements 54 are positioned.

The bracket or stationary part of the frame 59 which supports the ring 58 is provided with anouter bearing race 70 which cooperates with an inner bearing race 71' on the shaft 4 to receive bearing members 72 (Fig. 1) thus forming an additional bearing for rotation of the shaft.

The ring 63 is normally held out of engagement with the friction elements 54 by coiled compression springs (not shown) similar to those described above with respect to the high speed clutch mechanism. These spring members are circumferentially spaced around the main mounting ring 58 and between the bolts 66 and hear at one end against the piston ring 65 whereby this ring, together with ring 63, will be normally urged toward the right.

When fluid under pressure is admitted through suitable passages to the annular recess in the clamping ring 68, the diaphragm 67 will be forced toward the left overcoming the force of-the springs just mentioned and urging the brake ring 63 into engagement with the friction elements 54. Since all of the parts in the slow speed control mechanism just described are stationary, it will be clear that engagement of this brake member with the friction member will prevent rotation of the friction member.

Referring for a moment to Figs. 2 and 5, the operation of the-sun gear, planetary gears and orbit gear may be more'easily understood. For example, it has been pointed 8. out above that when the high speed clutch mechanism is engaged as shown in Fig. 2 and the slow speed control mechanismis disengaged, the friction member 42 will own axes but will causethe driving member on which they are mounted to rotate at the same speed as the flywheel. Since the driving member 32 is keyed to the shaft 4, this shaft'will then rotate at the same speed as the flywheel.

When, however, the clutch ring 18 of the high speed clutch mechanism is disengaged from the friction element, and the ring 63 of the slow speed control mechanism is in engagement with the friction member, the flywheel will continue to rotate but the friction member and the orbit gear formed as apart thereof will remain stationary. When this occurs, the sun gear being a part of the flywheel will continue to rotate but will also rotate theplanetary gears 39 about their own axes. Since these planetary gears will rotate and are in mesh with the now stationary orbit gear, the driving member on which the planetary gears are mounted will rotate also but at a reduced speed less than the speed of the flywheel. This driving member 32 being keyed to the shaft 4, will rotate the shaft-atia lesser speed than the flywheel.

There isv also provided a .brake mechanism for maintaining the 'shaft4 against rotation. The operation of this brake mechanism is similar to that disclosed in the earlier filed copending application of Einar K. Johansen, Serial No. 195,661, filed November 14, 1950. In the present application this'br'ake mechanism is illustrated in Fig. 1.

This mechanism includes a stationary ring member 73 suitably mounted on a portion of the main frame and has on its inner face a clamping ring 74 which clamps a diaphragm ring 75' between the inner faces of ring 73' and ring 74. The ring 73 is provided with an annular recess in one face thereof to receive the annular brake piston ring 76. One face of the clamping ring 74' is provided with an annular recess 77 to receive the annular diaphragm 75. Thus, the portion of the diaphragm which bears against the brake piston ring 76 is free to move upon the application of fluid pressure thereto and thereby move the ring 76 in an axial direction.

A plurality of circumferentially spaced elongated rods or bolts 78 are secured to the member 73. These bolts 78 also pass through suitable openings in an auxiliary ring '79 secured to a brake reaction plate 80. The outer end of each rod 73 is provided with a nut 81 against which one end of a coiled compression spring 82 is adapted to hear. The spring 82 surrounds the rod 73 and bears at its inner end against the bottom of a recess in the auxiliary ring 79. The ring 79 and plate 80 are secured together and move axially as a unit. Since the inner ends of the rods 78'are all secured to the stationary ring '73, it will be evident that the springs 82 will normally urge the plate 86 toward the left, as viewed in Fig. l, and into clamping engagement with friction elements 83 mounted adjacent the outer periphery of a friction spider 84. This friction spider 84 is secured to shaft 4 by means such as the key 85 so that when the brake is applied by operation of the spring 82 the shaft 4 will be effectively held against rotation.

As clearly illustrated in the above referred to copending application, the stationary member 73 is provided with a plurality of freely movable pins extending axially of the member 73 and located between the rods 78. These pins are free to move in an axial direction and are adapted to abut at one end against the auxiliary ring 79.

pins toward the right against the auxiliary ring 79 and 7 move the brake reaction plate 80 toward the right for disengagement from the friction elements 83 on the spider 84.

Thus, the brake mechanism is normally applied to hold the shaft 4 against rotation. Under these conditions the high speed clutch mechanism and the slow speed control mechanism are both disengaged.

Also under these conditions, it will be apparent that the sun gear on the hub 12 of flywheel will still be rotating but the driving member 32 .will be held against rotation because of its connection with the shaft. Viewing Fig. 5, if the sun gear provided with teeth 31 rotates in a counterclockwise direction, each of the planetary gears 39 will rotate in a clockwise direction. Since the desired to operate the machine at different selected speeds by rotating the drive shaft itself at different speeds. The mechanism, however, has particular application for driving the draw slide of a mechanical metal working press. Any suitable system of valves may be designed to apply fluid pressure to engage the high speed clutch mechanism and disengage both the slow speed control and the brake mechanisms to rotate the shaft and move the draw slide from its initial position toward the bed to the point of draw. Also, the valves may be arranged so that when thedraw slide reaches the drawing position thereof the high speed clutch mechanism will become disengaged and the slow speed control mechanism will be engaged thereafter to move the draw slide at a reduced speed for performing the draw. Finally, the valves may be arranged to disengage the slow speed control mechanism at the end of the draw and to engage the high speed clutch mechanism at the same time, thereby to return the draw slide to its initial position at a relatively fast rate of speed.

While any suitable arrangement may be devised to accomplish this purpose, a proposed arrangement is illustrated somewhat schematically in Figs. 10 and 11 of the drawings. The fluid pressure for operating both the clutch and' control mechanisms and the brake mechanism is preferably, although not necessarily, air. There is a main source of air or fluid supply which is carried by suitable piping to a tank unit for each mechanism. Solenoid operated valves are provided to direct air to the particular mechanism to be operated and to close off the air therefrom at the proper times.

Referring now to Figs. 10 and 11 for the schematic illustration as to the manner in which the fluid supply I may be provided, it will be seen that a conduit or pipe 86 is connected to any suitable main air supply and has associated therewith an air control unit 87. The pipe 86 then has a connection 88 to a tank unit 89 associated with the slow speed clutch 2. Another pipe 90 is connected from the tank 89 to the brake air tank unit 91. A pipe connection 92 is taken off of the pipe 88 and continues in the pipe sections 93 and 94 to the air tank 95 for the high speed clutch mechanism 1.

A 3-way solenoid valve 96 is associated with the clutch air tank 95 and is of a'conventional and well known 10 construction. A pipe 97 leads to the solenoid operated valve 96 from the tank and a second pipe 98 leads away from the valve 96 and to a rotary union 99 whereby air may be delivered to the clutch piston ring 21 and diaphragm 24 through the pasages 27, 28, 29 and 30 (Fig.

Another solenoid operated 3-way valve 100 is associated with the air tank 89 for the slow speed control mechanism and has a pipe 101 leading thereto from the tank 89. and through the pipe connection 103 has suitable attachment for directing air under pressure to the slow speed control mechanism 2.

A third solenoid operated 3-way valve 104 is associated with the air tank 91 for the brake mechanism and has a pipe 105 leading thereto from the tank 91 and other pipe connections 106 and 107 which lead from the valve 104 to suitable passages in the brake mechanism whereby fluid pressure may be applied to the brake piston ring 76.

The arrangement of all of these valves is such that when the solenoids are de-energized, the valves will be closed. When the valves are closed there will be no fluid pressure leading to the diaphragms of the various mechanisms, whereupon the coiled springs heretofore described and associated with each mechanism will become operative to maintain both the clutch and control mechanisms disengaged and to maintain the brake mechanism engaged. Thus, when all of the solenoids are de-energized, the brake will be applied through the operation of springs 82 to maintain the shaft 4 against rotation.

Generally speaking, when the solenoid associated with valve 104 is energized, fluid under pressure will pass through the pipes 106 and 107 and through suitable passages in the brake mechanism to the diaphragm 75 and brake piston ring 76, whereupon the diaphragm and brake piston ring will be moved toward the right as viewed in Fig. 1 against the force of the springs 82, thereby to move the brake reaction plate 80 toward the right and disengage it from the friction elements 83 on the friction spider 84. When this occurs, the shaft 4 will be free to rotate.

3-way valve 96 is energized, fluid under pressure will be directed through pipe 98 and the various passages above described to the diaphragm 24, thereby moving the clutch piston ring 21 and clutch ring 18 toward the right, as viewed in Figs. 1 and 2, for engagement with friction elements 51 on the main friction member 42.

When the solenoid associated with 3-way valve 100 is energized, that valve will be opened and permit fluid under pressure to pass through pipe 102 and pipe 103 to suitable passages in the sloW speed control mechanism to the diaphragm 67, thereby to move piston ring 65 and ring 63 toward the left, as viewed in Figs. 1 and 2, to engage friction elements 54 on the main friction member 42.

Since the multispeed driving mechanism embodying the 7 draw slide thereof, the operation of the mechanism willbe described with respect to the movement of the draw slide. As stated hereinabove, the use of the present invention -in connection with the draw slide of a metal drawing press enables the press to be operated at a greater speed or greater number of cycles per minute without increasing the speed -of draw by the use of electrical switches properly positioned to energize and de-energize the solenoids for the 3-way valves at the proper times. The invention also finds important usefulness when it is desired to inch the draw slide toward the bed, in which case a further inching switch may be provided for engaging only the slow speed control mechanism, thus permitting the slide to be inched by moving the draw slide at a slower rate of speed.

A pipe 102 leads away from the valve 100 A typical cycle of a metal drawing press using. the multispeed drive mechanism of the present invention is. as follows:

When the press is' running idle withthe flywheel rotating. at a constant speed, all solenoids will be deenergized which means that all of the 3-way valves, 96, 100 and 104 will be closed. When this condition prevails, the brake willbe applied to prevent: rotation of the shaft and both the high speed clutch mechanism 1 .and the slow speedcontrol mechanism 2 will be disengaged. As explained above with particularreference to Figs. 2 and 5,'the hub 12'of flywheel 10 willlrotate with the flywheel and through its action as a sun gear will rotate the planetary gears 39. Since, however, the driving-member 32 on which the planetary gears .39 are mounted is keyed to the shaft and the shaft is prevented from rotating by,application of the brake 3,the driving member itself cannot rotate although the planetary gears 39 thereon will'rotate about their own axes. Also, since the planetary gears 39 are in mesh with the orbit gear having teeth 55'formed as a part of the main friction member 42, this friction member will be caused to rotate in a direction opposite to the direction of rotation of the flywheel 10 and the sun gear.

Duringthis idling of the press the draw slide will be in its uppermost or initial position. When the press is started, the solenoid for the brake valve 104 will be energized to open the valve and direct fluid under pres-- sure to the diaphragm 75 and brake piston ring 76 as previously described, thereby to release the brake and permit rotation of the shaft 4. Either simultaneously with this action or immediately thereafter, the solenoid associated with the 3 way valve 96 will also be energized, thus opening the valve and permitting fluid under pressure to move the diaphragm 24 and clutch piston ring 21 to engaged position, thereby clamping the fric' tion elements 51 and 52 against the clutch ring 18 and clutch reaction plate 56. It will be clear at this point thenithat the main friction member 42will be caused to rotate in the same direction and at the same rate of speed as the flywheel 10. It follows from this that both the sun gear and orbit gear are rotating in the same direction. at the same speed andwill, therefore, carry with "them the driving member 32 on which the planetary gears 39' are mounted. The shaft 4 will then rotate at the same speed a the-flywheel and will set into motion the draw slide of the press through the driving pinion. 9 and'the conventional crank or eccentric device connectedtherewith.

This high. speed movement of the draw slide will then continue .until it reaches its position where it will begin the actual drawing operation. At this time a suitable switch will be operated to de-energize the solenoid of the 3-way valve 96, thus closing the valve exhaustingthe fluid pressure from the diaphragm .24 and permitting disengagement of the clutch ring 18 in the high speed clutch mechanism. The brake valve solenoid remains energized to maintain its valve open and the brake released. At substantially the same time, however, the solenoid-associated with valve-100 will be energized to open the valve' to the slow speed control mechanism 2, whereupon fluid underpressure will cause engagement of the friction elements '53 and 54 with the reaction plate 69 and ring 63'. This engagement of the slow speed control will hold the main friction member 42 against rotation. Since the orbit gear is a part of this friction member, the orgit gear and teeth 55 will also remain stationary. When this occurs, the flywheel 10 and sun gear associated therewith are still rotating at the same rate of speed. It will also cause rota- 'tion of each of the planetary gears 39 but since the orbit gear is held stationary, the rotation of the planetary gears will'cause the main driving member 32 also to rotate in the same direction as the flywheel but a reduced speed.

Thekeyed connection between the driving member 32 and 'shaft 4 will thereupon cause the shaft 4 to rotate at a reduced speed which will result in a movement of the draw slide at a reduced speed. This reduction in speed, of the draw slide will continue until the completion'of thew drawing operation.

At the bottom of the stroke the brake valve solenoidwill still be energized and the valve will remain .open. At this point, however, the solenoid for valve 96-will be.

become engaged with. the friction member 42 and theslow speed control mechanism including the clutch ring 63,'

will become disengaged from the friction member 42, whereupon-the driving member 32 and shaft 4 will again rotate at an increased rate of speed equivalent to that of the flywheel and will cause a return movement of the draw slide at that increased speed until the draw slide again reaches its uppermost or initial position.

This cycle may be repeated or if it is desired to stop the press at the end of the cycle, all of the solenoids will be de-energized, thereupon closing all of the valves to disengage the clutch and control mechanisms and apply the brake.

Figs. 7 and 8 are motion curves which illustrate the advantages obtained by use of the present invention in connection with a metal drawing press. Fig. 7 is a motion.

curve which illustrates the movement of the draw slide in a conventional type of eccentric or crank arrangement where the driving mechanism operates at the same speed throughout the entire cycle.

Fig. 8 illustrates the movement of the draw slide when. the. present invention is used and the driving mechanism moves at substantially the same rate of speed during the draw as it does during its approach to the draw position.. In Fig. 8, however, it is noted that the draw slide ap-- proaches the draw position at a slightly greater rate of speed and is then slowed considerably during the 10 inch draw. At the completion of the draw the slide then returns to its uppermost or initial position at a greatly increased rate of speed.

If it is assumed that the press is to be operated at 10 strokes per minute, Fig. 9 will illustrate the rateof travel of the draw slide in feet per minute as between the conventional drive and one which embodies the presentallowable point below 60 feet per minute until it ap proaches less than 4 inches from the bottom of the stroke. It is thus evident that a press with a conventional drive could not be operated at a speed of 10 strokes per minute. The strokes per minute would have to be reduced a sufficient amount to provide a speed of movement of the draw slide less than 60 feet per minute.

The third column of Fig. 9 illustrates the feet per minute which the draw-slide moves during the drawing operation with the use of the present invention and operating at :10 strokes per minute. It will be noted that at all times during the draw the draw speed obtained is con.-

siderably-less than the allowable draw speed and could;

even be 'increasedabove this speed.

Fromthe foregoing it will be evident that a novel form of driving mechanism has been provided for driving a:

ation The-driving mechanism embodying-the invention-1 This is particularly adapted for use in operating the draw slide of a metal drawing press because of the limitations inherent in the allowable draw speed of metal. The device enables the press to be operated at increased speeds during the entire cycle of operation except during the actual drawing operation and during this latter period of time the mechanism enables the draw slide to be moved at a considerably reduced rate of speed, whereupon the total number of cycles per minute may be increased, with the result that production of work may also be increased.

The present invention also is especially advantageous for use in inching the draw slide of a press because for the inching operation only the slow speed clutch mechanism will be used. Thus, the inertia of the draw slide mass will be decreased because it is not caused to stop 'suddently while moving at a high rate of speed. Sudden stopping of the press when moving at a relatively slow speed sets up fewer strains and stresses in the body of the press and the jolting of the parts is reduced to a minimum.

One of the principal advantages of the construction disclosed herein and embodying the present invention is that the structure may be made separately from a press and applied to an older press already in use. For example, an older press having a conventional drive mechanism may have the drive and clutch means removed therefrom and have the present multispeed drive mech-. anism substituted therefor which will have the effect of converting the old machine into a more modern press having a speed of production which was not capable of the press in its original form.

Throughout the description reference has been made to the fact that the flywheel rotates at a constant speed and when the slow speed control is engaged the shaft will be rotated at a reduced speed which is controlled by the speed of rotation of the flywheel. It is to be understood, however, that the speed of the flywheel itself may be varied by any suitable and well known means for different cycles of the press but in any event the flywheel or any other suitable drive means for the clutch mechanism will rotate at a constant speed and whatever that speed may be, the application of the slow speed control will result in a reduction of the speed of rotation of the drive shaft.

Changes may be made in the form, construction and arrangement of parts from those disclosed herein without in any way departing from the spirit of the invention or sacrificing any of the attendant advantages thereof,

14 provided, however, that such changes fall within the scope of the claims appended hereto.

The invention is hereby claimed as follows:

1. A multispeed driving mechanism for a driven shaft, comprising a driving member secured to the shaft and rotatable therewith, a plurality of planetary gears mounted on said driving member, a rotatable friction member having internal teeth thereon in mesh with said planetary gears and forming an orbit gear, said friction member including two identical axially spaced friction supporting flanges, one of said flanges being radially aligned with said planetary and orbit gear, and each of said flanges having friction elements mounted thereon; a flywheel freely rotatable on the driven shaft and having a sun gear thereon in mesh with said planetary gears, fluid operated clutch means on said flywheel operable to frictionally engage the friction elements on said one flange to drivingly connect said friction member with said flywheel, whereby said driving member and driven shaft will rotate at the same speed as said flywheel, and fluid operated control means operable to frictionally engage the friction elements on the other of said flanges to maintain said friction member against rotation, whereby said driving member and driven shaft will rotate at a speed less than that of said flywheel.

2. A multispeed driving mechanism as defined in claim 1, and in which said friction member includes a hub rotatably mounted on said driven shaft, and in which said other flange is disposed in radial alignment with said hub.

3. A multispeed driving mechanism as defined in claim 1, and in which said driving member includes a hub portion extending around said shaft, and in which said friction member is rotatably mounted on said hub.

4. A multispeed driving mechanism as defined in claim 1, and which includes a plurality of stub shafts rotatably mounting said planetary gears, and axially spaced support means integral with said driving member in positionto support each of said stub shafts at both ends thereof.

References Cited in the file of this patent UNITED STATES PATENTS 680,825 Westinghouse Aug. 20, 1901 822,702 Walters June 5, 1906 1,122,924 Henderson Dec. 29, 1914 2,246,673 Glasner et al. June 24, 1941 2,299,387 Groll Oct. 20, 1942 2,578,308 Iavelli Dec. 11, 1951 2,785,781 Johansen Mar. 19, 1957 

